Rail lifter



May 27, 1952 R; D. MaGDoNALD RAIL LIF'TER 2 SHEETS-SHEET l Filed May '7, 1949 May 27, 1952 R. D. MacDoNALD RAIL LIFTER 2 SHEETS-SHEET 2 Filed May 7, 1949 INVENToR. YBaymo/v DMacDonaZd Wagga@ normal ground level and the tops of the rails practically flush with the level of a turf or pavement, as is usually the case in street car tracks, and the like. As depicted in Figs. l, 2 and 4, ties 26 normally have rails 24 and 21 secured thereto in spaced relationship by spikes 29. In the present instance. the tops of the rails are practically flush with a surface 30 of adjacent and intervening turf or pavement 32.

Although other types of supporting wheels might be utilized for my track lifter, my preference for the disclosed track wheels I0 and I2 emanates from the fact that such track wheels distribute their loads over large surface areas extending along the rail being lifted. Such track wheels, as illustrated in Fig. l, each embody a longitudinally extending beam 33 having circular track carrying wheels 34 and 35 journalled for rotation at opposite ends of the beam 33 on shafts 36 and 31 respectively. A track 38 is made up of a series of links 39, which link-s are so constructed and connected that they follow a path encompassing the ends of the track carrying wheels and bridging the space therebetween. Also, the construction and interconnection of the links is such that they resist exure between the track carrying wheels and distribute their load over the entire area of contact with the ground.

'Ihe main shaft I3, which determines the lateral spacing between the track wheels has its opposite ends secured to the beams 33 of the track Wheels, substantially midway between the ends thereof. Between the beams 33 of the track wheels, a sleeve 40 is journalled for rotation on the main shaft I3. This sleeve -40 has the yoke I4 secured thereto. While the spacing between the track wheels I0 and I2 is sufficient to promote free swinging movement of the yoke I4 therebetween, and the yoke is of sufficient width to receive a rail 24 with room for movement of the rail therethrough, it is my preference that the track wheels should run in relatively close relationship along the opposite sides of the rail being lifted, in order that they will effectively perform their desired compression action upon i the ties and turf or pavement near the rails.

The yoke I4, in my disclosed structure, includes pairs of side plates 42 and 43 in opposed and spaced relationship axially of the sleeve 40 which define side arms of the yoke and are separated axially by said sleeve, so as to be disposed on opposite sides of a central plane between the track wheels IB and I2. At one end, each 0f the side plates 42 and 43 is secured to the sleeve 4I] by Welding, their other ends, bearing sleeves 46 and 41 are secured to and extend between the side plates 42 and 43 respectively, by welding as at 48 and 49. These bearing sleeves 46 and 41 support the opposite ends of a cross shaft 50. which cross shaft is secured in place by fastening means, such as pins 52 and 53. Between the side arms, the spool type roller 25, having end flanges 55, is journalled for rotation on the cross shaft 50.

From the foregoing description of the structure and supporting parts for the yoke I4, it may be readily understood that this yoke is suspended for swinging movement between the track wheels Ii! and I2 from the main shaft I3. Also, as shown in the drawings, the length of the side plates is such that they terminate above, but closely ad jacent the lower surfaces of the wheels, so as normally to pass freely above the surface upon which the Wheels run. As shown in Figs. 2 and 4, the space between the sleeve 40 and roller 25 Ill and l2. Y,

as at 44 and 45 respectively; lwhile at is sufficient for free passage of a. rail therebetween, so that during movement of the rail lifter along a rail, the roller 25 runs along the lower surface of the rail.

In the disclosed structure, the draft force for moving the rail lifter along the rail is applied Ythrough the tongue I5 to the yoke. The tongue I5 includes substantially parallel and longitudinally extending side beams 516 and 51, respectively, havinghinge plates 58 and 59 secured to and extending from their rear ends. These hinge plates have coaxial bearing collars 60 and 62 secured thereto and journalled on cross pins 63 and 64 which extend through the side plates 42 and 43 respectively of the yoke. In addition to the hinge plates 58 and 53 being located between the respective side plates 42 and 43, the axis of the pins 63 and 64 is positioned forwardly of the axes of the shafts I3 and 5I) and at a position well below the axis of the main shaft I3. Thus, the axis of the pins 63 and 64 is much closer to the axis of the cross shaft 5I) than to the axis of the main shaft I3. This position of the axis of the pins E3 and 64 is selected to effect a balance between the draft force necessary to move the rail lifter and the lifting force applied through the roller 25 to the lower surface of a rail being lifted, so as to stabilize operation of the yoke during the forward movement of the lifter. That is, the application of the draft force to the yoke at a position near the axis of the cross shaft 5I] permits the uniform movement of the roller 25 along the bottom surface of a rail during forward movement of the rail lifter, and as the lifting force is applied to the rail through the roller 25. On the other hand, the ability of the yoke to swing relative to the main shaft I3 not only facilitates the manipulation of the yoke position during the lifting of a rail to its position upon the roller at the commencement of the lifting operation of a rail section, but the purchase or leverages secured by the relative positions of the shafts I3 and 5!! and the axis of the pins 63 and -64 also tends to effect the production of the desired lifting forces with a relatively uniform draft force.

At the mid-portion of the tongue, and forwardly of the track wheels III and I2, bearing blocks -55 and 66 are secured to the top surfaces of the tongue side beams 55 and 51 respectively and carry a shaft 61 upon which the sheave 22 is journalled for rotational movement. In utilizing the sheave 22 for effecting the initial lifting and placement of the end of a rail upon the roller 25, I prefer to utilize a rail gripping element, such as 23, on the end of the Winch cable 20 which is readily attachable and detachable from the rail, and which will preferably slide along the rail if the rail lifter is moved forwardly or rearwardly during initial lifting and positioning of the roller 25 relative to the end of the rail.

As depicted in Figs. 2 and 5, the rail lifting element 23 includes a pair of oppcsitely disposed tongs 68 and 69 connected for relative rotational movement by a pin 10. Integral arms 12 and 13 on the opposite sides of the pin 10 from the tongs 68 and 69 respectively provide levers for effecting the actuation of the tongs toward and from one another. In addition, links 14 and 15 are pivotally connected to the extending ends of the arms 12 and 13, as Well as being pivotally connected together and to a cable connector 16, so that the tongs are normally spread apart when the tension on the cable is released and are forced into gripping relationship against the chain when tension is applied through the cable 20.

At their forward ends, the side lbeams 5S and 51 of the tongue are secured together by an end plate 77, as well as by upper and lower end plates 18 and 19. The plates Tl, 'I8 and 'I9 have secured thereto a sleeve 80 which extends longitudinally of the forward end of the tongue and carries a coupling bar 82 having a yoke 83 at its forward end and forming a part of the coupling unit l In the disclosed structure, a clevis block 84 is secured to the yoke 83 on the coupling bar 82 by a cross pin 85; the clevis block 84 being adapted to removable attachment to the tractor draw bar by a coupling pin 81.

From the foregoing description and reference to the accompanying drawings, it may be readily understood that I have provided a rail lifter adapted to motivation by separate power equipment, such as a tractor, and which is capable of the rapid and effective removal of railroad rails from their holding ties by the movement of the lifter along the rail, while holding the ties and the adjacent turf or pavement in place. This rail lifter embodies a further provision for the initial lifting and placement of a rail prior to its complete removal, as aforementioned. Furthermore, the rail lifter structure itself is constructed and arranged to permit smoothness and effectiveness ofvoperation as well as the ease of starting the operation on anew rail.

While I have illustrated a preferred embodiment of my invention, many modifications may be made without departing from the spirit of the invention, and I do not wish to be limited to the precise details of construction set forth, but desire to avail myself of all changes within the scope of the appended claims.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent of the United States, is:

1. A rail lifter adapted to motivation by separate power equipment for removing rails from ties an'd the like and comprising, in combination, a pair of axially aligned track wheels, each of which embodies a longitudinal beam and track supporting wheels at opposite ends of the beam, a shaft extending between and supported by the mid-portions of the beams, a rail lifting yoke suspended for swinging movement from the shaft between the track wheels. said yoke including opposed and separated side supports joined at their lower ends by a cross shaft, said cross shaft having a roller journalled thereon for running beneath the raised end of a rail as the lifter is moved therealong, and a tongue structure connected to the yoke and projecting beyond the track wheels for applying draft force to the lifter from said power equipment.

2. A rail lifter for removing track rails from ties or the like and comprising, in combination a movable supporting structure, a yoke suspended from the movable supporting structure for swinging movement relative thereto in a plane substantially parallel to the normal direction of movement of the supporting structure, said yoke including a cross member below the axis of swinging movement for passage beneath the rail during movement of the supporting structure.

3. A rail lifter as defined in claim 2, and further characterized by a tongue structure connected to the yoke and through which force is applied for effecting movement of the supporting structure along a rail.

4. A rail lifter adapted to motivation by separate power equipment for removing rails from ties and the like and comprising, in combination, a pair of axially aligned track wheels, each of which embodies a longitudinal beam and track supporting wheels at opposite ends of the beam, a shaft extending between and supported by the mid-portions of the beams, a rail lifting yoke suspended from the shaft wheels, said yoke including opposed and separated side supports joined at-their lower ends by a cross shaft, said cross shaft having a roller journalled thereon for running beneath the raised end of a rail as the lifter is moved therealong, and `a tongue structure connected to the yoke and projecting beyond the track wheels for applying draft force to the lifter from said power equipment and said tongue structure being connected to the yoke at a position closer to said cross shaft than to the rst mentioned shaft.

5. A rail lifter adapted to motivation by separate power equipment having a winch and a cable connected thereto, for removing rails from ties and the like and comprising, in combination, a pair of axially aligned track wheels, each of which embodies a longitudinal beam and track supporting wheels at opposite ends of the beam, a shaft extending between and supported by the midportions of the beams, a rail lifting yoke suspended from the shaft between the track wheels, said yoke including opposed end separated side supports joined at their lower ends by a cross shaft, said cross shaft having a roller journalled thereon for running beneath the raised end of a rail as the lifter is moved therealong, and a tongue structure connected to the yoke and projecting beyond the track wheels for applying draft force to the lifter from said power equipment, said tongue structure rotatably supporting a cable pulley at the mid-portion thereof and at a level above the cross shaft to serve with said winch cable in lifting a rail onto the cross shaft.

6. A rail lifter adapted to motivation by separate power equipment having a winch and cable thereon for removing rails from ties and the like and comprising, in combination, a pair of axially aligned wheels, a main shaft extending between and supported by the wheels, a rail lifting yoke suspended from said main shaft between the wheels, said yoke including opposed and separated side supports joined by a cross shaft at a position spaced below the main shaft a distance such that Y the raised end of a rail Will pass between the main shaft and the cross shaft and over the cross shaft as the lifter is moved along the rail, and a tongue structure projecting from the yoke and beyond the wheels for applying draft force to the lifter, said tongue structure including spaced side beams. and having a sheave journalled for rotation between the side beams so that the winch cable may be extended over the sheave and secured to the rail for providing purchase to lift the rail for effecting the initial placement of the rail upon the cross shaft.

RAYMORE D. MACDONALD.

Name Date Spiegel Jan. 30, 1945 Number between the track 

